|Former Study Number:|
|Lead Organization:||Maryland Department of Transportation State Highway Administration|
|Partners:||DE, MDOT SHA, NJ, PADOT, VA|
|Contractor(s):||Cambridge Systematics, Inc.|
|Est. Completion Date:||Dec 31, 2009|
|Last Updated:||Mar 04, 2014|
|Contract End Date:||Dec 31, 2009|
|Total Commitments Received:||$275,000.00|
|100% SP&R Approval:||Approved|
|Lead Study Contact(s):||Allison Hardt|
|Organization||Year||Commitments||Technical Contact Name||Funding Contact Name||Contact Number||Email Address|
|Delaware Department of Transportation||2007||$50,000.00||Dan LaCombeemail@example.com|
|Maryland Department of Transportation State Highway Administration||2006||$50,000.00||Allison Hardtfirstname.lastname@example.org|
|New Jersey Department of Transportation||2005||$75,000.00||Edward Kondrath||609-530-2058||Ed.Kondrath@dot.state.nj.us|
|Pennsylvania Department of Transportation||2006||$25,000.00||Elizabeth Bonini||Lisa Tarson||(717) email@example.com|
|Pennsylvania Department of Transportation||2007||$25,000.00||Elizabeth Bonini||Lisa Tarson||(717) firstname.lastname@example.org|
|Virginia Department of Transportation||2006||$50,000.00||Erik Johnson||Bill Kelsh||434-293-1934||Bill.Kelsh@VDOT.Virginia.gov|
The MAROps Phase I work was a ground-breaking initiative of the I 95 Corridor Coalition, the five Mid Atlantic states (PA, NJ, DE, MD, and VA) and three railroads (Amtrak, CSX, and NS) to address regional rail transportation as a system. The study recognized the need to manage system capacity; build system-oriented institutional relationships; and develop system responsive funding strategies. MAROps Phase I accomplished the following: - Convened and maintained a working group of the states and railroads; - Analyzed system-wide rail needs; - Identified a $6.2 billion, 20-year program of 71 capital, operating, and ITS improvements to minimize choke points and improve capacity and service; - Completed an initial benefits assessment that estimated benefits to the MAROps region from MAROps improvements at $12.8 billion, suggesting a positive benefit-cost ratio for the program; and - Explored options (e.g., multistate infrastructure bank, etc.) for funding and implementing the program. Although the states and railroads are undertaking efforts that are tied to some of the projects outlined in the MAROPs Phase I report, there is still additional work to undertake, to assist in prioritizing projects and more fully assessing benefits and to pursue examination of financing options. To this end, the MAROPs states and railroads and the I-95 Corridor Coalition have proposed joining efforts again to further analyze the benefits to the MAROPs program. All 71 of the proposed MAROPs project have direct benefit to highways. As highway capacity and congestion problems erode productivity, increasing travel time and cost and eroding service reliability, and increasing the impacts of system vulnerability during disruptions from accidents and incidents, optimization of the highway system and other modes, including rail, is critical. With the expectation of freight demand doubling by 2020, highway systems cannot be expected to move such volumes and maintain or improve reliability, particularly in highly congested areas. It is critical that other modes be viable to share in the movement of people and goods. In addition, improvement to rail can directly benefit highway safety. A number of the MAROPs projects, when fully designed and implemented, will include physical improvements related to highway including removal or rehabilitation of at-grade crossings, and bridge and tunnel clearances/replacements. Operational improvements including IT/ITS systems will improve reliability and throughput of crossings and signal systems, enhancing safety and minimizing delays for trains and motorists at crossings. In addition, new and/or improved intermodal connectors, which are reflected in a number of MAROPs projects will help enhance freight movement and other modes (landside and waterside) and will reduce demands on highways, particularly in seriously congested areas/corridors.
The key objectives of MAROPs Phase II are as follows: - Detail the benefits of the MAROps program, moving from the regional level analyzed in Phase I to show benefits accruing to individual states, rail/highway corridors (e.g., I 95, I 81, etc.), industry sectors, and perhaps major metropolitan areas. - Develop and demonstrate transferable methods of assessing the public benefits of public-private partnerships in financing rail improvements. - Sustain interest in the rail improvement program and encourage other states and railroads in the Coalition region to examine and address regional rail needs.
The MAROps Phase II project will undertake a more detailed analysis and explanation of the benefits of the MAROps program. In order to make this successful, the Coalition, states, and the railroads also identified two closely related areas of work that need attention if the benefits assessment is to be current and accurate. The two areas are: - Update information about freight flows and the rail and highway networks. MAROps Phase I work was based on 2000 data. The national and regional economies have weathered a recession and recovery during the last five years; increasing diesel fuel costs have made long-haul intermodal rail transportation more attractive to shippers and motor carriers; Virginia has published several studies on freight and rail transportation along the I 81 corridor; and Maryland is studying alternatives to the Howard Street Tunnel through Baltimore. It is important to understand how these trends have affected freight flows and the condition and performance of the rail and highway networks in the region. The MAROps program may need to be updated to reflect the effects of these trends since they have a direct bearing on costs and benefits. - Investigate institutional mechanisms (e.g., a multistate infrastructure bank, a regional authority, or similar mechanisms) for funding and implementing the MAROps program. A white paper exploring ways in which the states and railroads could assign roles and responsibilities for implementing a regional rail improvement program was developed during MAROps Phase I. The ideas developed in the white paper must be updated and extended to account for possible Congressional and state action on Amtrak, opportunities that may be created by reauthorization, and the interest of other Coalition states in participating in the MAROps program or similar regional programs. The project scope of work will be organized around seven basic tasks: - Update information on MAROps region rail and truck freight/commodity flows (demand). - Update information on condition and performance of MAROps rail and highway networks (supply). - Update MAROps program of recommended improvements to reflect current demand and supply (program). - Estimate the benefits of the MAROps program accruing to individual states, rail/highway freight corridors, industry sectors, and major metropolitan areas (benefits). - Investigate institutional mechanisms (e.g., a multi-state infrastructure bank, a regional authority, or similar mechanisms) for funding and implementing the MAROps program. - Report the objectives, methodology, findings, conclusions, and recommendations. - Provide technical and administrative support to the IMPTC's MAROps steering committee. A detailed scope of work is under development entailing the specific tasks, budgets and schedule.
Anticipate a minimum total contribution o f$375,000. - I-95 Corridor Coalition $125,000 - MD, NJ, PA, DE, VA Departments of Transportation - $50,000 each ($250,000 minimum state's total) Note: In addition states and anticipated railroad Partners (Norfolk Southern, CSX, AMTRAK) are anticipated to contribute significant in-kind services
No document attached.